Hydro-mechanical hybrid transmission device with energy management mechanism

ABSTRACT

A hydro-mechanical hybrid transmission device with an energy management mechanism includes an input member, a mechanical transmission mechanism, an energy management mechanism, a power output mechanism, an output member, a convergence mechanism, a start mechanism, a hydraulic transmission mechanism, a clutch assembly, and a brake assembly. The clutch assembly connects the input member to the mechanical transmission mechanism, the power output mechanism, and the hydraulic transmission mechanism, and connects the energy management mechanism to the mechanical transmission mechanism and the power output mechanism. The clutch assembly and the brake assembly provide a continuous transmission ratio between the input member and the output member and/or the power output mechanism, between the energy management mechanism and the output member and/or the power output mechanism, and between the energy management mechanism together with the input member and the output member and/or the power output mechanism.

CROSS REFERENCE TO THE RELATED APPLICATIONS

This application is the national phase entry of InternationalApplication No. PCT/CN2020/106674, filed on Aug. 4, 2020, which is basedupon and claims priority to Chinese Patent Application No.202010697161.6, filed on Jul. 20, 2020, the entire contents of which areincorporated herein by reference.

TECHNICAL FIELD

The present invention relates to the field of automatic transmissiondevices, and in particular, to a hydro-mechanical hybrid transmissiondevice with an energy management mechanism.

BACKGROUND

Hydro-mechanical hybrid transmission devices integrating hydraulictransmission and mechanical transmission are suitable for high-poweragricultural or engineering vehicles. Hydraulic transmission thatfeatures low speed and high torque is suitable for startup,hydro-mechanical transmission that features efficient stepless speedregulation is suitable for operation, and mechanical transmission thatfeatures efficient speed variation is suitable for traveling. Ahydro-mechanical hybrid transmission device integrating hydraulictransmission, hydro-mechanical transmission, and mechanical transmissionhas high engineering application values.

High-power vehicles require a large amount of power mainly because apower source supplies power not only to a transmission system, but alsoto a power output system to drive other devices to do external work.Therefore, the reasonable distribution of energy to the transmissionsystem and the power output system and the recovery and reuse ofresidual energy are critical to improve the traction power andtransmission efficiency of such vehicles.

SUMMARY

To eliminate the defects in the prior art, the present inventionprovides a hydro-mechanical hybrid transmission device with an energymanagement mechanism. The present invention integrates hydraulictransmission, hydro-mechanical transmission, and mechanicaltransmission, and realizes energy recovery and reuse of transmissionmechanisms and a power output mechanism.

The present invention achieves the above objective through the followingtechnical solution.

A hydro-mechanical hybrid transmission device with an energy managementmechanism includes an input member, a mechanical transmission mechanism,an energy management mechanism, a power output mechanism, an outputmember, a convergence mechanism, a start mechanism, a hydraulictransmission mechanism, a clutch assembly, and a brake assembly, whereinthe clutch assembly connects the input member to the mechanicaltransmission mechanism, the power output mechanism, and the hydraulictransmission mechanism, connects an output of the hydraulic transmissionmechanism to the mechanical transmission mechanism and the outputmember, connects an output of the mechanical transmission mechanism tothe convergence mechanism, connects the output member to the convergencemechanism, and connects the energy management mechanism to themechanical transmission mechanism and the power output mechanism; andthe clutch assembly and the brake assembly provide a continuoustransmission ratio between the input member and the output member and/orthe power output mechanism, provide a continuous transmission ratiobetween the energy management mechanism and the output member and/or thepower output mechanism, and provide a continuous transmission ratiobetween the energy management mechanism together with the input memberand the output member and/or the power output mechanism.

Further, transmission modes including hydraulic transmission,hydro-mechanical transmission, and mechanical transmission are providedbetween the input member and the output member by adjusting adisplacement ratio of the hydraulic transmission mechanism andselectively controlling engagement of the clutch assembly and the brakeassembly.

Further, the mechanical transmission mechanism includes a frontplanetary gear mechanism and a middle planetary gear mechanism, a planetcarrier of the front planetary gear mechanism is connected to the inputmember, the planet carrier of the front planetary gear mechanism isconnected to a ring gear of the middle planetary gear mechanism, a sungear of the front planetary gear mechanism is connected to a sun gear ofthe middle planetary gear mechanism, and the sun gear of the middleplanetary gear mechanism is connected to an output end of the hydraulictransmission mechanism; the convergence mechanism includes a rearplanetary gear mechanism, a ring gear of the rear planetary gearmechanism is connected to the output member, and the clutch assemblyconnects a ring gear of the front planetary gear mechanism or a planetcarrier of the middle planetary gear mechanism to a sun gear of the rearplanetary gear mechanism;

the clutch assembly includes a clutch C₂ and a clutch C₃; the clutch C₂is used for selectively connecting an input end of the hydraulictransmission mechanism to the input member to achieve synchronousrotation; the clutch C₃ is used for selectively connecting the outputend of the hydraulic transmission mechanism to the output member toachieve synchronous rotation; and continuous forward or reversehydraulic transmission is provided between the input member and theoutput member by adjusting the displacement ratio of the hydraulictransmission mechanism and selectively controlling engagement of theclutch C₂ and the clutch C₃.

Further, the clutch assembly further includes a clutch C₁, a clutch C₄,a clutch C₅, and a clutch C₆; the clutch C₁ is used for selectivelyconnecting the input member to the planet carrier of the front planetarygear mechanism to achieve synchronous rotation; the clutch C₄ is usedfor selectively connecting the planet carrier of the middle planetarygear mechanism to the sun gear of the rear planetary gear mechanism toachieve synchronous rotation; the clutch C₅ is used for selectivelyconnecting the ring gear of the front planetary gear mechanism to thesun gear of the rear planetary gear mechanism to achieve synchronousrotation; the clutch C₆ is used for selectively connecting the ring gearof the rear planetary gear mechanism to the sun gear of the rearplanetary gear mechanism to achieve synchronous rotation; the brakeassembly includes a brake B₂, and the brake B₂ is used for selectivelyconnecting a planet carrier of the rear planetary gear mechanism to afixed member; and continuous forward or reverse hydro-mechanicaltransmission is provided between the input member and the output memberby adjusting the displacement ratio of the hydraulic transmissionmechanism and selectively controlling engagement of the clutch C₁, theclutch C₂, the clutch C₄, the clutch C₅, the clutch C₆, and the brakeB₂.

Further, the clutch C₁, the clutch C₂, the clutch C₄, and the clutch C₆are engaged, the clutch C₁, the clutch C₂, the clutch C₅, and the clutchC₆ are engaged, the clutch C₁, the clutch C₂, the clutch C₄, and thebrake B₂ are engaged, and the clutch C₁, the clutch C₂, the clutch C₅,and the brake B₂ are engaged, to respectively provide different forwardor reverse hydro-mechanical transmission between the input member andthe output member.

Further, the brake assembly further includes a brake B₁; the brake B₁ isused for selectively connecting the output end of the hydraulictransmission mechanism to the fixed member; and the clutch C₁, theclutch C₄, the clutch C₆, and the brake B₁ are engaged, the clutch C₁,the clutch C₅, the clutch C₆, and the brake B₁ are engaged, the clutchC₁, the clutch C₄, the brake B₁, and the brake B₂ are engaged, and theclutch C₁, the clutch C₅, the brake B₁, and the brake B₂ are engaged, torespectively provide different forward or reverse mechanicaltransmission between the input member and the output member.

Further, the energy management mechanism includes a pump/motormechanism, a solenoid directional valve V₁, a pilot-operatedproportional relief valve V₂, an accumulator A₁, a solenoid directionalvalve V₃, a pilot-operated proportional relief valve V₄, and anaccumulator A₂; the pump/motor mechanism is connected to the accumulatorA₁ and the accumulator A₂; the solenoid directional valve V₁ is used forcontrolling the pump/motor mechanism to be connected to the accumulatorA₁, the pilot-operated proportional relief valve V₂ is mounted betweenthe pump/motor mechanism and the accumulator A₁, the solenoiddirectional valve V₃ is used for controlling the pump/motor mechanism tobe connected to the accumulator A₂, and the pilot-operated proportionalrelief valve V₄ is mounted between the pump/motor mechanism and theaccumulator A₂; the clutch assembly further includes a clutch C₇, aclutch C₈, and a clutch C₉, the clutch C₇ is used for selectivelyconnecting the pump/motor mechanism to the planet carrier of the frontplanetary gear mechanism to achieve synchronous rotation; the clutch C₉is used for selectively connecting the pump/motor mechanism to the poweroutput mechanism to achieve synchronous rotation; and the clutch C₅ isused for selectively connecting the input member to the power outputmechanism to achieve synchronous rotation.

Further, when the output member is braked, the clutch C₇, the brake B₁,and the clutch C₄ are engaged, or the clutch C₇, the brake B₁, and theclutch C₅ are engaged, to respectively provide a continuous transmissionratio between the output member and the pump/motor mechanism; and thesolenoid directional valve V₁ and the solenoid directional valve V₃ areselectively controlled to input, into the accumulator A₁ or/and theaccumulator A₂, energy produced when the output member is braked;

when the power output mechanism is braked, the clutch C₉ is engaged toprovide a continuous transmission ratio between the power outputmechanism and the pump/motor mechanism; and the solenoid directionalvalve V₁ and the solenoid directional valve V₃ are selectivelycontrolled to input, into the accumulator A₁ or/and the accumulator A₂,energy produced when the power output mechanism is braked.

Further, the solenoid directional valve V₁ and/or the solenoiddirectional valve V₃ are selectively controlled to make the accumulatorA₁ or/and the accumulator A₂ serve as an output of the energy managementmechanism;

the clutch C₁, the clutch C₂, the clutch C₃, and the clutch C₇ areengaged to provide a continuous transmission ratio between the energymanagement mechanism and the output member and provide a continuoustransmission ratio between the energy management mechanism together withthe input member and the output member;

the clutch C₉ is engaged to provide a continuous transmission ratiobetween the energy management mechanism and the power output mechanism;

the clutch C₅ and the clutch C₉ are engaged to provide a continuoustransmission ratio between the input member together with the energymanagement mechanism and the power output mechanism.

Further, the clutch C₈ and the clutch C₉ are engaged and the clutch C₁and the clutch C₇ are engaged, to respectively provide a continuoustransmission ratio between the input member and the pump/motormechanism; and the solenoid directional valve V₁ and the solenoiddirectional valve V₃ are selectively controlled to input energy of theinput member into the accumulator A₁ or/and the accumulator A₂.

The present invention has the following beneficial effects:

1. The hydro-mechanical hybrid transmission device with an energymanagement mechanism of the present invention is a multi-modehydro-mechanical hybrid transmission device that integrates hydraulictransmission, hydro-mechanical transmission, and mechanical transmissionand meets the requirements of different working conditions.

2. The hydro-mechanical hybrid transmission device with an energymanagement mechanism of the present invention adopts differentaccumulation systems to increase the degree of freedom of the energymanagement mechanism. The energy management mechanism can drive thetransmission mechanism or the power output mechanism alone or togetherwith an engine.

3. According to the hydro-mechanical hybrid transmission device with anenergy management mechanism of the present invention, the energymanagement mechanism stores energy from the engine, and then releasesthe energy to meet the power requirements of extreme working conditionstogether with the engine.

4. According to the hydro-mechanical hybrid transmission device with anenergy management mechanism of the present invention, the rotationdirection of the pump/motor mechanism in the energy management mechanismis controlled by controlling the engagement of the clutch C₆ or thebrake B₂ in the convergence mechanism or changing the positive ornegative sign of the displacement ratio of the hydraulic transmissionmechanism.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a schematic structural diagram of the present invention;

FIG. 2 is a schematic diagram showing the power flow in an F(H) gear inthe present invention;

FIG. 3 is a schematic diagram showing the power flow in an F₁(HM) gearin the present invention;

FIG. 4 is a schematic diagram showing the power flow in an F₂(HM) gearin the present invention;

FIG. 5 is a schematic diagram showing the power flow in an R(H) gear inthe present invention;

FIG. 6 is a schematic diagram showing the power flow in an R₁(HM) gearin the present invention;

FIG. 7 is a schematic diagram showing the power flow in an R₂(HM) gearin the present invention;

FIG. 8 is a diagram showing relationships between output-input speedratios and displacement ratios in the present invention;

FIG. 9 is a schematic diagram showing the power flow in energy recoveryof a transmission mechanism in the present invention;

FIG. 10 is a schematic diagram showing the power flow in energy recoveryof a power output mechanism in the present invention;

FIG. 11 is a schematic diagram showing the power flow when an energymanagement mechanism drives the transmission mechanism alone in thepresent invention;

FIG. 12 is a schematic diagram showing the power flow when the energymanagement mechanism and an engine together drive the transmissionmechanism in the present invention;

FIG. 13 is a schematic diagram showing the power flow when the energymanagement mechanism drives the power output mechanism alone in thepresent invention;

FIG. 14 is a schematic diagram showing the power flow when the energymanagement mechanism and the engine together drive the power outputmechanism in the present invention; and

FIG. 15 is a schematic diagram showing the power flow when the energymanagement mechanism stores energy from the engine in the presentinvention.

In the drawings:

1. input shaft; 2. mechanical transmission mechanism; 21. clutch C₁; 22.front planetary gear planet carrier; 23. front planetary gear sun gear;24. middle planetary gear sun gear; 25. middle planetary gear ring gear;26. middle planetary gear planet carrier; 27. front planetary gear ringgear; 28. clutch C₄; 29. clutch C₅; 3. energy management mechanism; 31.transmission mechanism and energy management mechanism gear pair; 32.clutch C₇; 33. pump/motor mechanism; 34. solenoid directional valve V₁;35. pilot-operated proportional relief valve V₂; 36. accumulator A₁; 37.solenoid directional valve V₃; 38. pilot-operated proportional reliefvalve V₄; 39. accumulator A₂; 310. power output mechanism and energymanagement mechanism gear pair; 311. clutch C₉; 4. power outputmechanism; 41. power output gear pair; 42. clutch C₈; 43. power outputshaft; 5. output shaft; 6. convergence mechanism; 61. rear planetarygear sun gear; 62. rear planetary gear planet carrier; 63. rearplanetary gear ring gear; 64. clutch C₆; 65. brake B₂; 66. mechanicaltransmission mechanism and convergence mechanism gear pair; 7. startmechanism; 71. start mechanism gear pair; 72. clutch C₅; 8. hydraulictransmission mechanism; 81. clutch C₂; 82. hydraulic transmission inputgear pair; 83. pump input shaft; 84. variable displacement pump; 85.quantitative motor; 86. motor output shaft; 87. hydraulic transmissionoutput gear pair; 88. brake B₁.

DETAILED DESCRIPTION OF THE EMBODIMENTS

The present invention is further described below with reference to theaccompanying drawings and specific embodiments, but the protection scopeof the present invention is not limited thereto.

As shown in FIG. 1, the hydro-mechanical hybrid transmission device withan energy management mechanism of the present invention includes aninput shaft 1, a mechanical transmission mechanism 2, an energymanagement mechanism 3, a power output mechanism 4, an output shaft 5, aconvergence mechanism 6, a start mechanism 7, a hydraulic transmissionmechanism 8, a clutch assembly, and a brake assembly.

The hydraulic transmission mechanism 8 includes a clutch C₂ 81, ahydraulic transmission input gear pair 82, a pump input shaft 83, avariable displacement pump 84, a quantitative motor 85, a motor outputshaft 86, a hydraulic transmission output gear pair 87, and a brake B₁88. The pump input shaft 83 is connected to the input shaft 1 throughthe hydraulic transmission input gear pair 82, the motor output shaft 86of the quantitative motor 85 is connected to a middle planetary gear sungear 24 through the hydraulic transmission output gear pair 87, themotor output shaft 86 of the quantitative motor 85 is also connected tothe output shaft 5 through a start mechanism gear pair 71 of the startmechanism 7, and the variable displacement pump 84 is used for providinghydraulic energy to the quantitative motor 85. The brake B₁ 88 is usedfor selectively connecting the motor output shaft 86 to a fixed member.The clutch C₂ 81 is used for selectively connecting the pump input shaft83 of the hydraulic transmission mechanism 8 to the input shaft 1through the hydraulic transmission input gear pair 82 to achievesynchronous rotation. The start mechanism 7 includes the start mechanismgear pair 71 and a clutch C₃ 72. The clutch C₃ 72 is used forselectively connecting the motor output shaft 86 to the output shaft 5through the start mechanism gear pair 71 to achieve synchronousrotation. The pump input shaft 83 forces the variable displacement pump84 to work. By changing the angle of a swashplate, the variabledisplacement pump 84 forces the quantitative motor 85 to work. Then, themotor output shaft 86 outputs power to the mechanical transmissionmechanism 2 or the start mechanism 7.

The mechanical transmission mechanism 2 includes a clutch C₁ 21, a frontplanetary gear planet carrier 22, a front planetary gear sun gear 23,the middle planetary gear sun gear 24, a middle planetary gear ring gear25, a middle planetary gear planet carrier 26, a front planetary gearring gear 27, a clutch C₄ 28, and a clutch C₅ 29. The front planetarygear planet carrier 22, the front planetary gear sun gear 23, and thefront planetary gear ring gear 27 form a front planetary gear mechanism.The middle planetary gear sun gear 24, the middle planetary gear ringgear 25, and the middle planetary gear planet carrier 26 form a middleplanetary gear mechanism. The front planetary gear planet carrier 22serves as an input end of the mechanical transmission mechanism 2 and isconnected to the input shaft 1 through the clutch C₁ 21. The frontplanetary gear planet carrier 22 is connected to the middle planetarygear ring gear 25. The front planetary gear sun gear 23 is connected tothe middle planetary gear sun gear 24, and is connected to the motoroutput shaft 86 through the hydraulic transmission output gear pair 87.The front planetary gear ring gear 27 and the middle planetary gearplanet carrier 26 can be respectively connected to an input end of theconvergence mechanism 6 through the clutch C₅ 29 and the clutch C₄ 28.The convergence mechanism 6 includes a rear planetary gear sun gear 61,a rear planetary gear planet carrier 62, a rear planetary gear ring gear63, a clutch C₆ 64, a brake B₂ 65, and a mechanical transmissionmechanism and convergence mechanism gear pair 66. The rear planetarygear sun gear 61, the rear planetary gear planet carrier 62, and therear planetary gear ring gear 63 form a rear planetary gear mechanism.The rear planetary gear ring gear 63 is connected to the output shaft 5.The clutch C₁ 21 is used for selectively connecting the input shaft 1 tothe front planetary gear planet carrier 22. The clutch C₄ 28 is used forselectively connecting the middle planetary gear planet carrier 26 tothe rear planetary gear sun gear 61 through the mechanical transmissionmechanism and convergence mechanism gear pair 66 to achieve synchronousrotation. The clutch C₅ 29 is used for selectively connecting the frontplanetary gear ring gear 27 to the rear planetary gear sun gear 61through the mechanical transmission mechanism and convergence mechanismgear pair 66 to achieve synchronous rotation. The clutch C₆ 64 is usedfor selectively connecting the rear planetary gear sun gear 61 to therear planetary gear ring gear 63. The brake B₂ 65 is used forselectively fixing the rear planetary gear planet carrier 62.

The energy management mechanism 3 includes a transmission mechanism andenergy management mechanism gear pair 31, a clutch C₇ 32, a pump/motormechanism 33, a solenoid directional valve V₁ 34, a pilot-operatedproportional relief valve V₂ 35, an accumulator A₁ 36, a solenoiddirectional valve V₃ 37, a pilot-operated proportional relief valve V₄38, an accumulator A₂ 39, a power output mechanism and energy managementmechanism gear pair 310, and a clutch C₉ 311. The pump/motor mechanism33 is a device capable of switching between functions of a pump and ahydraulic motor, that is, when mechanical energy is input into thepump/motor mechanism 33, the pump/motor mechanism 33 outputs hydraulicenergy, and when hydraulic energy is input into the pump/motor mechanism33, the pump/motor mechanism 33 outputs mechanical energy. Thepump/motor mechanism 33 is connected to the front planetary gear planetcarrier 22 through the transmission mechanism and energy managementmechanism gear pair 31. The pump/motor mechanism 33 is connected to thepower output mechanism 4 through the power output mechanism and energymanagement mechanism gear pair 310. The solenoid directional valve V₁34, the pilot-operated proportional relief valve V₂ 35, and theaccumulator A₁ 36 are connected to form a first accumulation system. Thesolenoid directional valve V₃ 37, the pilot-operated proportional reliefvalve V₄ 38, and the accumulator A₂ 39 are connected to form a secondaccumulation system. The first accumulation system and the secondaccumulation system are connected in parallel and are connected to thepump/motor mechanism 33. The power output mechanism 4 includes a poweroutput gear pair 41, a clutch C₈ 42, and a power output shaft 43. Thepower output shaft 43 is connected to the input shaft 1 through thepower output gear pair 41. The clutch C₇ 32 is used for selectivelyconnecting the pump/motor mechanism 33 to the front planetary gearplanet carrier 22 through the transmission mechanism and energymanagement mechanism gear pair 31 to achieve synchronous rotation. Theclutch C₉ 311 is used for selectively connecting the pump/motormechanism 33 to the power output shaft 43 through the power outputmechanism and energy management mechanism gear pair 310 to achievesynchronous rotation. The clutch C₈ 42 is used for selectivelyconnecting the input shaft 1 to the power output shaft 43 through thepower output gear pair 41 to achieve synchronous rotation.

Transmission modes including hydraulic transmission, hydro-mechanicaltransmission, and mechanical transmission are provided between an inputmember and an output member by adjusting a displacement ratio of thehydraulic transmission mechanism 8 and selectively controllingengagement of the clutch assembly and the brake assembly. Specificexamples are given below for illustration with reference to Table 1:

As shown in FIG. 2 and FIG. 5, the hydraulic transmission includesforward hydraulic transmission F(H) and reverse hydraulic transmissionR(H).

The power flow in an F(H) gear in the present invention is shown in FIG.2. When the clutch C₂ 81 and the clutch C₃ 72 are engaged, powersupplied by an engine passes through the input shaft 1, the hydraulictransmission mechanism 8, and the start mechanism 7 and is output fromthe output shaft 5, and when the displacement ratio of the hydraulictransmission mechanism 8 is positive, the F(H) gear is obtained. In thiscase, the rotation speeds of the output shaft and the engine are in thefollowing relationship:

${n_{0} = {\frac{e}{i_{1}i_{3}}n_{I}}},{e \in \lbrack {0,1} \rbrack}$

wherein n_(o) is the rotation speed of the output shaft, n_(I) is therotation speed of the input shaft, e is the displacement ratio of thehydraulic transmission mechanism, i₁ is a transmission ratio of thehydraulic transmission input gear pair 82, and i₃ is a transmissionratio of the start mechanism gear pair 71.

The power flow in an R(H) gear in the present invention is shown in FIG.5. When the clutch C₂ 81 and the clutch C₃ 72 are engaged, powersupplied by the engine passes through the input shaft 1, the hydraulictransmission mechanism 8, and the start mechanism 7 and is output fromthe output shaft 5, and when the displacement ratio of the hydraulictransmission mechanism 8 is negative, the R(H) gear is obtained. In thiscase, the rotation speeds of the output shaft and the engine are in thefollowing relationship:

${n_{0} = {\frac{e}{i_{1}i_{3}}n_{I}}},{e \in {\lbrack {{- 1},0} \rbrack.}}$

As shown in FIG. 3, FIG. 4, FIG. 6, and FIG. 7, the hydro-mechanicaltransmission includes forward hydro-mechanical transmission F₁(HM),forward hydro-mechanical transmission F₂(HM), reverse hydro-mechanicaltransmission R₁(HM), and reverse hydro-mechanical transmission R₂(HM).

The power flow in an F₁(HM) gear in the present invention is shown inFIG. 3. When the clutch C₁ 21, the clutch C₂ 81, the clutch C₄ 28, andthe clutch C₆ 64 are engaged, power supplied by the engine is split atthe input shaft 1: one part of the power is transmitted through thefront planetary gear planet carrier 22 to the middle planetary gear ringgear 25, while the other part of the power is transmitted through thehydraulic transmission mechanism 8 to the middle planetary gear sun gear24; the mechanical power arriving in the middle planetary gear ring gear25 and the hydraulic power arriving in the middle planetary gear sungear 24 are converged at the middle planetary gear planet carrier 26 andthen transmitted through the mechanical transmission mechanism andconvergence mechanism gear pair 66 to the convergence mechanism 6;therefore, the convergence mechanism 6 is connected as a whole and thepower is output from the output shaft 5. In this case, the rotationspeeds of the output shaft and the engine are in the followingrelationship:

${{n\;}_{0} = {\frac{k_{2} + \frac{e}{i_{1}i_{2}}}{k_{2} + 1}n_{I}}},{e \in \lbrack {{- 1},1} \rbrack}$

wherein i₂ is a transmission ratio of the hydraulic transmission outputgear pair and k₂ is a characteristic parameter of the middle planetarygear mechanism.

The power flow in an F₂(HM) gear in the present invention is shown inFIG. 4. When the clutch C₁ 21, the clutch C₂ 81, the clutch C₅ 29, andthe clutch C₆ 64 are engaged, power supplied by the engine is split atthe input shaft 1: one part of the power is directly transmitted to thefront planetary gear planet carrier 22, while the other part of thepower is transmitted through the hydraulic transmission mechanism 8 tothe front planetary gear sun gear 23; the mechanical power arriving inthe front planetary gear planet carrier 22 and the hydraulic powerarriving in the front planetary gear sun gear 23 are converged at thefront planetary gear ring gear 27 and then transmitted through themechanical transmission mechanism and convergence mechanism gear pair 66to the convergence mechanism 6; therefore, the convergence mechanism 6is connected as a whole and the power is output from the output shaft 5.In this case, the rotation speeds of the output shaft and the engine arein the following relationship:

${n_{0} = {\frac{( {k_{1} + 1} ) - \frac{e}{i_{1}i_{2}}}{k_{1}}n_{I}}},{e \in \lbrack {{- 1},1} \rbrack}$

wherein k₁ is a characteristic parameter of the front planetary gearmechanism.

The power flow in an R₁(IM) gear in the present invention is shown inFIG. 6. When the clutch C₁ 21, the clutch C₂ 81, the clutch C₄ 28, andthe brake B₂ 65 are engaged, power supplied by the engine is split atthe input shaft 1: one part of the power is transmitted through thefront planetary gear planet carrier 22 to the middle planetary gear ringgear 25, while the other part of the power is transmitted through thehydraulic transmission mechanism 8 to the middle planetary gear sun gear24, the mechanical power arriving in the middle planetary gear ring gear25 and the hydraulic power arriving in the middle planetary gear sungear 24 are converged at the middle planetary gear planet carrier 26;then the power is transmitted through the mechanical transmissionmechanism and convergence mechanism gear pair 66 to the rear planetarygear sun gear 61, and is transmitted through the rear planetary gearring gear 63 and output from the output shaft 5. In this case, therotation speeds of the output shaft and the engine are in the followingrelationship:

${n_{0}\frac{k_{2} + \frac{e}{i_{1}i_{2}}}{{- ( {k_{2} + 1} )}\mspace{14mu} k_{3}}n_{I}},{e \in \lbrack {{- 1},1} \rbrack}$

wherein k₃ is a characteristic parameter of the rear planetary gearmechanism.

The power flow in an R₂(HM) gear in the present invention is shown inFIG. 7. When the clutch C₁ 21, the clutch C₂ 81, the clutch C₅ 29, andthe brake B₂ 65 are engaged, power supplied by the engine is split atthe input shaft 1: one part of the power is directly transmitted to thefront planetary gear planet carrier 22, while the other part of thepower is transmitted through the hydraulic transmission mechanism 8 tothe front planetary gear sun gear 23; the mechanical power arriving inthe front planetary gear planet carrier 22 and the hydraulic powerarriving in the front planetary gear sun gear 23 are converged at thefront planetary gear ring gear 27; then the power is transmitted throughthe mechanical transmission mechanism and convergence mechanism gearpair 66 to the rear planetary gear sun gear 61, and is transmittedthrough the rear planetary gear ring gear 63 and output from the outputshaft 5. In this case, the rotation speeds of the output shaft and theengine are in the following relationship:

${n_{0} = {\frac{( {k_{1} + 1} ) - \frac{e}{i_{1}i_{2}}}{{- k_{1}}k_{3}}n_{I}}},{e \in {\lbrack {{- 1},1} \rbrack.}}$

The mechanical transmission includes forward mechanical transmissionF₁(M), forward mechanical transmission F₂(M), reverse mechanicaltransmission R₁(M), and reverse mechanical transmission R₂(M).

The power flow in an F₁(M) gear in the present invention is also shownin FIG. 3, and the hydraulic path does not transmit power. When theclutch C₁ 21, the clutch C₄ 28, the clutch C₆ 64, and the brake B₁ 88are engaged, power supplied by the engine passes through the input shaft1, the front planetary gear planet carrier 22, the middle planetary gearring gear 25, the middle planetary gear planet carrier 26, themechanical transmission mechanism and convergence mechanism gear pair66, and the convergence mechanism 6 and is output from the output shaft5. In this case, the rotation speeds of the output shaft and the engineare in the following relationship:

$n_{0} = {\frac{k_{2}}{k_{2} + 1}{n_{I}.}}$

The power flow in an F₂(M) gear in the present invention is also shownin FIG. 4, and the hydraulic path does not transmit power. When theclutch C₁ 21, the clutch C₅ 29, the clutch C₆ 64, and the brake B₁ 88are engaged, power supplied by the engine passes through the input shaft1, the front planetary gear planet carrier 22, the front planetary gearring gear 27, the mechanical transmission mechanism and convergencemechanism gear pair 66, and the convergence mechanism 6 and is outputfrom the output shaft 5. In this case, the rotation speeds of the outputshaft and the engine are in the following relationship:

$n_{0} = {\frac{( {k_{1} + 1} )}{k_{1}}{n_{I}.}}$

The power flow in an R₁(M) gear in the present invention is also shownin FIG. 6, and the hydraulic path does not transmit power. When theclutch C₁ 21, the clutch C₄ 28, the brake B₁ 88, and the brake B₂ 65 areengaged, power supplied by the engine passes through the input shaft 1,the front planetary gear planet carrier 22, the middle planetary gearring gear 25, the middle planetary gear planet carrier 26, themechanical transmission mechanism and convergence mechanism gear pair66, the rear planetary gear sun gear 61, and the rear planetary gearring gear 63 and is output from the output shaft 5. In this case, therotation speeds of the output shaft and the engine are in the followingrelationship:

$n_{0} = {\frac{k_{2}}{{- ( {k_{2} + 1} )}\mspace{14mu} k_{3}}{n_{I}.}}$

The power flow in an R₂(M) gear in the present invention is also shownin FIG. 7, and the hydraulic path does not transmit power. When theclutch C₁ 21, the clutch C₅ 29, the brake B₁ 88, and the brake B₂ 65 areengaged, power supplied by the engine passes through the input shaft 1,the front planetary gear planet carrier 22, the front planetary gearring gear 27, the mechanical transmission mechanism and convergencemechanism gear pair 66, the rear planetary gear sun gear 61, and therear planetary gear ring gear 63 and is output from the output shaft 5.In this case, the rotation speeds of the output shaft and the engine arein the following relationship:

$n_{0} = {\frac{( {k_{1} + 1} )}{{- k_{1}}k_{3}}{n_{I}.}}$

TABLE 1 Engagement/disengagement of each component Execution componentMode Direction B₁ B₂ C₁ C₂ C₃ C₄ C₅ C₆ Gear Hydraulic Forward Δ Δ Δ ▴ ▴Δ Δ Δ F(H) Hydro- Δ Δ ▴ ▴ Δ ▴ Δ ▴ F₁(HM) mechanical Δ Δ ▴ ▴ Δ Δ ▴ ▴F₂(HM) Mechanical ▴ Δ ▴ Δ Δ ▴ Δ ▴ F₁(M) ▴ Δ ▴ Δ Δ Δ ▴ ▴ F₂(M) HydraulicReverse Δ Δ Δ ▴ ▴ Δ Δ Δ R(H) Hydro- Δ ▴ ▴ ▴ Δ ▴ Δ Δ R₁(HM) mechanical Δ▴ ▴ ▴ Δ Δ ▴ Δ R₂(HM) Mechanical ▴ ▴ ▴ Δ Δ ▴ Δ Δ R₁(M) ▴ ▴ ▴ Δ Δ Δ ▴ ΔR₂(M)

In Table 1. 1. B stands for brake, C stands for clutch, F stands forforward gear, R stands for reverse gear, H stands for hydraulictransmission, M stands for mechanical transmission, and HM stands forhydro-mechanical hybrid transmission.

-   -   2. ▴ stands for engagement of a gear-shift component, and Δ        stands for disengagement of a gear-shift component.

In an embodiment, the following parameters are selected: i₁i₂=1.00,i₁i₃=1.00, k₁=1.56, k₂=k₃=2.56.

Relationships between output-input speed ratios and displacement ratiosin the present invention are shown in FIG. 8. When e∈[0, 1.00], thespeed regulation range in the F(H) gear is [0, 1.00]n_(I); whene∈[−1.00, 1.00], the speed regulation range in the F₁(HM) gear is [0.44,1.00]n_(I); when e∈[−1.00, 1.00], the speed regulation range in theF₂(HM) gear is [1.00, 2.28]n_(I); when e∈[−1.00, 0], the speedregulation range in the R(H) gear is [−1.00, 0]n_(I); and when e∈[−1.00,1.00], the speed regulation range in the R₁(HM) gear is [−0.39,−0.17]n_(I), and the speed regulation range in the R₂(HM) gear is[−0.89, −0.39]n_(I). The speeds in the F₁(M) gear and F₂(M) gear arerespectively 0.72n_(I) and 1.64n_(I); the speeds in the R₁(M) gear andR₂(M) gear are respectively −0.28n_(I) and −0.64n_(I). When e=1.00, theF(H) gear is shifted to the F₁(HM) gear to implement speed regulationwithout power interruption, and in this case, n_(o)=n_(I). When e=1.00,the F(H) gear is shifted to the F₂(HM) gear to implement speedregulation without power interruption, and in this case, n_(o)=n_(I).When e=1.00, the F₁(HM) gear is shifted to the F₂(HM) gear to implementspeed regulation without power interruption, and in this case,n_(o)=n_(I). When e=−0.25, the R(H) gear is shifted to the R₁(HM) gearto implement speed regulation without power interruption, and in thiscase, n_(o)=−0.25n_(I). When e=−0.85, the R(H) gear is shifted to theR₂(HM) gear to implement speed regulation without power interruption,and in this case, n_(o)=−0.85 nm. When e=1.00, the R₁(HM) gear isshifted to the R₂(HM) gear to implement speed regulation without powerinterruption, and in this case, n_(o)=−0.39 nm.

The solenoid directional valve V₁ 34, the pilot-operated proportionalrelief valve V₂ 35, and the accumulator A₁ 36 are connected to form afirst accumulation system. The solenoid directional valve V₁ 34 controlsthe on-off of hydraulic oil, the pilot-operated proportional reliefvalve V₂ 35 controls the system pressure, and the first accumulationsystem is used alone and is suitable for working conditions with lowbraking energy.

The solenoid directional valve V₃ 37, the pilot-operated proportionalrelief valve V₄ 38, and the accumulator A₂ 39 are connected to form asecond accumulation system. The solenoid directional valve V₃ 37controls the on-off of hydraulic oil, the pilot-operated proportionalrelief valve V₄ 38 controls the system pressure, and the secondaccumulation system is used alone and is suitable for working conditionswith medium braking energy.

The first accumulation system and the second accumulation system areused together and are suitable for working conditions with large brakingenergy. In this case, the solenoid directional valve V₁ 34 and thesolenoid directional valve V₃ 37 respectively control the on-off ofhydraulic oil in the first accumulation system and the secondaccumulation system, and the pilot-operated proportional relief valve V₂35 and the pilot-operated proportional relief valve V₄ 38 have the sameset pressure.

The power flow in braking energy recovery of the transmission mechanismis shown in FIG. 9. When the output shaft 5 is braked, the rotationdirection of the pump/motor mechanism 33 is determined by theconvergence mechanism 6; the clutch C₇ 32, the brake B₁ 88, and theclutch C₄ 28 are engaged or the clutch C₇ 32, the brake B₁ 88, and theclutch C₅ 29 are engaged to respectively provide a continuoustransmission ratio between the output member and the pump/motormechanism 33; the braking energy produced by the transmission mechanismis transmitted through the convergence mechanism 6, the mechanicaltransmission mechanism 2, the transmission mechanism and energymanagement mechanism gear pair 31, and the clutch C₇ 32 to thepump/motor mechanism 33. The solenoid directional valve V₁ 34 or thesolenoid directional valve V₃ 37 is selectively controlled alone toinput, into the accumulator A₁ 36 or the accumulator A₂ 39, the energyproduced when the output member is braked. The capacity of theaccumulator A₁ 36 or the accumulator A₂ 39 is respectively controlled bythe pilot-operated proportional relief valve V₂ 35 or the pilot-operatedproportional relief valve V₄ 38. The solenoid directional valve V₁ 34and the solenoid directional valve V₃ 37 are selectively controlledtogether to input, into the accumulator A₁ 36 and the accumulator A₂ 39,the energy produced when the output member is braked. In this case, thepilot-operated proportional relief valve V₂ 35 and the pilot-operatedproportional relief valve V₄ 38 have the same set value and determinethe capacities of the accumulator A₁ 36 and the accumulator A₂ 39.

The power flow in braking energy recovery of the power output mechanismis shown in FIG. 10. When the power output mechanism 4 is braked, theclutch C₉ 311 is engaged, and the braking energy produced by the poweroutput mechanism is transmitted through the clutch C₉ 311 and the poweroutput mechanism and energy management mechanism gear pair 310 to thepump/motor mechanism 33. The solenoid directional valve V₁ 34 or thesolenoid directional valve V₃ 37 is selectively controlled alone toinput, into the accumulator A₁ 36 or the accumulator A₂ 39, the energyproduced when the power output mechanism 4 is braked. The capacity ofthe accumulator A₁ 36 or the accumulator A₂ 39 is respectivelycontrolled by the pilot-operated proportional relief valve V₂ 35 or thepilot-operated proportional relief valve V₄ 38. The solenoid directionalvalve V₁ 34 and the solenoid directional valve V₃ 37 are selectivelycontrolled together to input, into the accumulator A₁ 36 and theaccumulator A₂ 39, the energy produced when the power output mechanism 4is braked. In this case, the pilot-operated proportional relief valve V₂35 and the pilot-operated proportional relief valve V₄ 38 have the sameset value and determine the capacities of the accumulator A₁ 36 and theaccumulator A₂ 39.

The power flow when the energy management mechanism drives thetransmission mechanism alone is shown in FIG. 11. In this case, only theclutch C₁ 21, the clutch C₂ 81, the clutch C₃ 72, and the clutch C₇ 32need to be engaged, and power output by the energy management mechanism3 passes through the transmission mechanism and energy managementmechanism gear pair 31, the input shaft 1, the hydraulic transmissionmechanism 8, and the start mechanism 7 and is output from the outputshaft 5.

The power flow when the energy management mechanism and the enginetogether drive the transmission mechanism is shown in FIG. 12. In thiscase, only the clutch C₁ 21, the clutch C₂ 81, the clutch C₅ 72, and theclutch C₇ 32 need to be engaged, and power output by the energymanagement mechanism 3 passes through the transmission mechanism andenergy management mechanism gear pair 31 and is converged with theengine power transmitted to the input shaft 1. Then, the power passesthrough the hydraulic transmission mechanism 8 and the start mechanism 7and is output from the output shaft 5.

The power flow when the energy management mechanism drives the poweroutput mechanism alone is shown in FIG. 13. In this case, only theclutch C₉ 311 needs to be engaged, and power output by the energymanagement mechanism 3 passes through the power output mechanism andenergy management mechanism gear pair 310 and the clutch C₉ 311 and isoutput from the power output shaft 43.

The power flow when the energy management mechanism and the enginetogether drive the power output mechanism is shown in FIG. 14. In thiscase, only the clutch C₈ 42 and the clutch C₉ 311 need to be engaged,and power output by the energy management mechanism 3 passes through thetransmission mechanism and energy management mechanism gear pair 31 andthe clutch C₉ 311 and is converged with the engine power transmittedthrough the power output gear pair 41 and the clutch Ca 42 to the poweroutput shaft 43. Then, the power is output from the power output shaft43.

The solenoid directional valve V₁ 34 or the solenoid directional valveV₃ 37 is selectively controlled alone to release energy stored in theaccumulator A₁ 36 or the accumulator A₂ 39 respectively. In this case,the input oil pressure of the pump/motor mechanism 33 is controlled bythe pilot-operated proportional relief valve V₂ 35 or the pilot-operatedproportional relief valve V₄ 38. The solenoid directional valve V₁ 34and the solenoid directional valve V; 37 are selectively controlledtogether to release energy stored in the accumulator A₁ 36 and theaccumulator A₂ 39 at the same time. In this case, the pilot-operatedproportional relief valve V₂ 35 and the pilot-operated proportionalrelief valve V₄ 38 have the same set value of the oil pressure andtogether determine the input oil pressure of the pump/motor mechanism33.

The power flow when the energy management mechanism stores energy fromthe engine is shown in FIG. 15. Two manners are provided: in a firstmanner, the clutch C₈ 42 and the clutch C₉ 311 are engaged, the enginepower is transmitted through the power output gear pair 41, the clutchCe 42, the clutch C₉ 311, and the power output mechanism and energymanagement mechanism gear pair 310 to the energy management mechanism 3,and in this case, the pump/motor mechanism 33 rotates in the samedirection as the engine; while in a second manner, the clutch C₁ 21 andthe clutch C₇ 32 are engaged, the engine power is transmitted throughthe transmission mechanism and energy management mechanism gear pair 31and the clutch C₇ 32 to the energy management mechanism 3, and in thiscase, the pump/motor mechanism 33 rotates in an opposite direction fromthe engine. The solenoid directional valve V₁ 34 or the solenoiddirectional valve V₃ 37 is selectively controlled alone to input theenergy transmitted by the engine into the accumulator A₁ 36 or theaccumulator A₂ 39. In this case, the capacity of the accumulator A₁ 36or the accumulator A₂ 39 is respectively controlled by thepilot-operated proportional relief valve V₂ 35 or the pilot-operatedproportional relief valve V₄ 38. The solenoid directional valve V₁ 34and the solenoid directional valve V₃ 37 are selectively controlledtogether to input, into the accumulator A₁ 36 and the accumulator A₂ 39,the energy produced when the input shaft 1 is braked. In this case, thepilot-operated proportional relief valve V₂ 35 and the pilot-operatedproportional relief valve V₄ 38 have the same set value and determinethe capacities of the accumulator A₁ 36 and the accumulator A₂ 39.

The above descriptions are preferred embodiments of the presentinvention, and are not intended to limit the present invention. Anyobvious improvements, replacements, or modifications made by personsskilled in the art without departing from the essence of the presentinvention shall fall within the protection scope of the presentinvention.

What is claimed is:
 1. A hydro-mechanical hybrid transmission devicewith an energy management mechanism, comprising an input member, amechanical transmission mechanism, the energy management mechanism, apower output mechanism, an output member, a convergence mechanism, astart mechanism, a hydraulic transmission mechanism, a clutch assembly,and a brake assembly, wherein the clutch assembly connects the inputmember to the mechanical transmission mechanism, the power outputmechanism, and the hydraulic transmission mechanism, the clutch assemblyconnects an output of the hydraulic transmission mechanism to themechanical transmission mechanism and the output member, the clutchassembly connects an output of the mechanical transmission mechanism tothe convergence mechanism, the clutch assembly connects the outputmember to the convergence mechanism, and the clutch assembly connectsthe energy management mechanism to the mechanical transmission mechanismand the power output mechanism; and the clutch assembly and the brakeassembly provide a continuous transmission ratio between the inputmember and the output member and/or the power output mechanism, theclutch assembly and the brake assembly provide a continuous transmissionratio between the energy management mechanism and the output memberand/or the power output mechanism, and the clutch assembly and the brakeassembly provide a continuous transmission ratio between the energymanagement mechanism together with the input member and the outputmember and/or the power output mechanism, transmission modes comprisinghydraulic transmission, hydro-mechanical transmission, and mechanicaltransmission are provided between the input member and the output memberby adjusting a displacement ratio of the hydraulic transmissionmechanism and selectively controlling an engagement of the clutchassembly and the brake assembly; the mechanical transmission mechanismcomprises a front planetary gear mechanism and a middle planetary gearmechanism, wherein a planet carrier of the front planetary nearmechanism is connected to the input member, the planet carrier of thefront planetary gear mechanism is connected to a ring gear of the middleplanetary gear mechanism, a sun near of the front planetary gearmechanism is connected to a sun gear of the middle planetary yearmechanism, the sun gear of the middle planetary gear mechanism isconnected to an output end of the hydraulic transmission mechanism; theconvergence mechanism comprises a rear planetary gear mechanism, whereina ring gear of the rear planetary gear mechanism is connected to theoutput member, the clutch assembly connects a ring gear of the frontplanetary year mechanism or a planet carrier of the middle planetarygear mechanism to a sun gear of the rear planetary gear mechanism; theclutch assembly comprises a second clutch and a third clutch; whereinthe second clutch is used for selectively connecting an input end of thehydraulic transmission mechanism to the input member to implement asecond synchronous rotation; the third clutch is used for selectivelyconnecting the output end of the hydraulic transmission mechanism to theoutput member to implement a third synchronous rotation; and acontinuous forward hydraulic transmission or a continuous reversehydraulic transmission is provided between the input member and theoutput member by adjusting the displacement ratio of the hydraulictransmission mechanism and selectively controlling an engagement of thesecond clutch and the third clutch.
 2. (canceled)
 3. (canceled)
 4. Thehydro-mechanical hybrid transmission device with the energy managementmechanism according to claim 1, wherein the clutch assembly furthercomprises a first clutch, a fourth clutch, a fifth clutch, and a sixthclutch; the first clutch is used for selectively connecting the inputmember to the planet carrier of the front planetary gear mechanism toimplement a first synchronous rotation; the fourth clutch is used forselectively connecting the planet carrier of the middle planetary gearmechanism to the sun gear of the rear planetary gear mechanism toimplement a fourth synchronous rotation; the fifth clutch is used forselectively connecting the ring gear of the front planetary gearmechanism to the sun gear of the rear planetary gear mechanism toimplement a fifth synchronous rotation, the sixth clutch is used forselectively connecting the ring gear of the rear planetary gearmechanism to the sun gear of the rear planetary gear mechanism toimplement a sixth synchronous rotation; the brake assembly comprises asecond brake, and the second brake is used for selectively connecting aplanet carrier of the rear planetary gear mechanism to a fixed member;and continuous forward hydro-mechanical transmission or continuousreverse hydro-mechanical transmission is provided between the inputmember and the output member by adjusting the displacement ratio of thehydraulic transmission mechanism and selectively controlling anengagement of the first clutch, the second clutch, the fourth clutch,the fifth clutch, the sixth clutch, and the second brake.
 5. Thehydro-mechanical hybrid transmission device with the energy managementmechanism according to claim 4, wherein the first clutch, the secondclutch, the fourth clutch, and the sixth clutch are engaged, the firstclutch, the second clutch, the fifth clutch, and the sixth clutch areengaged, the first clutch, the second clutch, the fourth clutch, and thesecond brake are engaged, and the first clutch, the second clutch, thefifth clutch, and the second brake are engaged, to respectively providedifferent forward or reverse hydro-mechanical transmission between theinput member and the output member.
 6. The hydro-mechanical hybridtransmission device with the energy management mechanism according toclaim 4, wherein the brake assembly further comprises a first brake; thefirst brake is used for selectively connecting the output end of thehydraulic transmission mechanism to the fixed member; and the firstclutch, the fourth clutch, the sixth clutch, and the first brake areengaged, the first clutch, the fifth clutch, the sixth clutch, and thefirst brake are engaged, the first clutch, the fourth clutch, the firstbrake, and the second brake are engaged, and the first clutch, the fifthclutch, the first brake, and the second brake are engaged, torespectively provide different forward or reverse mechanicaltransmission between the input member and the output member.
 7. Thehydro-mechanical hybrid transmission device with the energy managementmechanism according to claim 6, wherein the energy management mechanismcomprises a pump/motor mechanism, a first solenoid directional valve, asecond pilot-operated proportional relief valve, a first accumulator, athird solenoid directional valve, a fourth pilot-operated proportionalrelief valve, and a second accumulator; the pump/motor mechanism isconnected to the first accumulator and the second accumulator; the firstsolenoid directional valve is used for controlling the pump/motormechanism to be connected to the first accumulator, the secondpilot-operated proportional relief valve is mounted between thepump/motor mechanism; and the first accumulator, the third solenoiddirectional valve is used for controlling the pump/motor mechanism to beconnected to the second accumulator, and the fourth pilot-operatedproportional relief valve is mounted between the pump/motor mechanismand the second accumulator; the clutch assembly further comprises aseventh clutch, an eighth clutch, and a ninth clutch, the seventh clutchis used for selectively connecting the pump/motor mechanism to theplanet carrier of the front planetary gear mechanism to implement aseventh synchronous rotation; the ninth clutch is used for selectivelyconnecting the pump/motor mechanism to the power output mechanism toimplement a ninth synchronous rotation; and the eighth clutch is usedfor selectively connecting the input member to the power outputmechanism to implement an eighth synchronous rotation.
 8. Thehydro-mechanical hybrid transmission device with the energy managementmechanism according to claim 7, wherein when the output member isbraked, the seventh clutch, the first brake, and the fourth clutch areengaged, or the seventh clutch, the first brake, and the fifth clutchare engaged, to respectively provide a continuous transmission ratiobetween the output member and the pump/motor mechanism; and the firstsolenoid directional valve and the third solenoid directional valve areselectively controlled to input, into the first accumulator or/and thesecond accumulator, energy produced when the output member is braked;and when the power output mechanism is braked, the ninth clutch isengaged to provide a continuous transmission ratio between the poweroutput mechanism and the pump/motor mechanism; and the first solenoiddirectional valve and the third solenoid directional valve areselectively controlled to input, into the first accumulator or/and thesecond accumulator, energy produced when the power output mechanism isbraked.
 9. The hydro-mechanical hybrid transmission device with theenergy management mechanism according to claim 7, wherein the firstsolenoid directional valve and/or the third solenoid directional valveare selectively controlled to make the first accumulator or/and thesecond accumulator serve as an output of the energy managementmechanism; the first clutch, the second clutch, the third clutch, andthe seventh clutch are engaged to provide a continuous transmissionratio between the energy management mechanism and the output member andprovide a continuous transmission ratio between the energy managementmechanism together with the input member and the output member; theninth clutch is engaged to provide a continuous transmission ratiobetween the energy management mechanism and the power output mechanism;and the eighth clutch and the ninth clutch are engaged to provide acontinuous transmission ratio between the energy management mechanismtogether with the input member and the power output mechanism.
 10. Thehydro-mechanical hybrid transmission device with the energy managementmechanism according to claim 7, wherein the eighth clutch and the ninthclutch are engaged and the first clutch and the seventh clutch areengaged to respectively provide a continuous transmission ratio betweenthe input member and the pump/motor mechanism; and the first solenoiddirectional valve and the third solenoid directional valve areselectively controlled to input energy of the input member into thefirst accumulator or/and the second accumulator.